Profile detection system and method

ABSTRACT

A profile detection system is provided having first and second position sensors disposable adjacent an article wherein the first and second position sensors and the article are relatively movable. A laser sensor is disposed on a crane as a third position sensor. An additional sensor is configured to identify train components. A bar code reader, an optical character recognition reader or a radio frequency identification reader may selectively be used as the additional sensor. A programmable indication device is in communication with the first, second and third position sensors and the additional sensor. The programmable indication device develops an indication of a profile of the article responsive to the first and second position sensors.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. provisional patentapplication Ser. No. 62/132,278 of Schmidt et al., filed on Mar. 12,2015, and entitled “Profile Detection System and Method”. The entirecontents of this application are incorporated herein by reference.

REFERENCE REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable

SEQUENTIAL LISTING

Not applicable

FIELD OF THE DISCLOSURE

The present inventive subject matter relates to detection systems andmethods, and more particularly, to systems and methods for detecting oneor more train or other article profiles.

BACKGROUND

Railroad terminals comprising rail yards receive a description, referredto as a “manifest consist”, for trains arriving at the yard. Thedescription includes the number of cars, location of the cars, and thecargo identification for each car. The rail yards want to verify andconfirm that the content of the train is as it was described. It isimportant for rail yard accuracy, productivity, efficiency, and thru-putthat the exact position of each rail car and load is known. The traincan consist of over 100 cars of various lengths. The cars can havesingle containers, double stacked containers, twin twenty footcontainers, or a combination thereof. The rail yards typically read railcar IDs to confirm the cars' arrival in the yard. Differences in carposition can result from whether the train is pushed or pulled into theyard. Further, the relaxation or tightness of the rail car couplerscombined with the number of cars and car lengths can mean that carposition, and therefore the loads, may be off by many feet from atheoretical position.

Modern terminals use a terminal operating system (TOS) that exercisessupervisory control over terminal operations in accordance with operatorcommands and terminal protocols. Use of a TOS permits a terminal to keeptrack of inventory and schedule tasks. The TOS, working in conjunctionwith a PDS (Position Detection System), can automate many tasks that atone time were undertaken manually, such as loading or unloading of acar, assembly or disassembly of cars to or from a train, or the like. ATOS can only accomplish these functions with knowledge of the preciselocation and identification of the car and contents thereof

In order to enable the rail yard to identify the location of rail carseffectively, the rail yard can be equipped with a GPS positioning systemthat includes a GPS base station and GPS receiver(s) on the cranes usedto load and unload railcars, and the GPS data may be referenced to a mapof the yard that is geo-referenced and converted to local coordinatesfor ease of use. The local coordinate system is established to match andintegrate with the TOS requirements. The locomotive positioning the railcars is equipped with a GPS antenna and rover to provide approximatelocation information as well as providing locations for safetyprotection. While GPS is one system that provides the accuraciesrequired for location, this system alone cannot support all of thecapabilities that would be desirable in profiling the cars of the train.

SUMMARY

A profile detection system is provided having first and second positionsensors disposable adjacent an article wherein the first and secondposition sensors and the article are relatively movable. A laser sensoris disposed on a crane as a third position sensor. An additional sensoris configured to identify train components. A bar code reader, anoptical character recognition reader or a radio frequency identificationreader may selectively be used as the additional sensor. A programmableindication device is in communication with the first, second and thirdposition sensors and the additional sensor. The programmable indicationdevice develops an indication of a profile of the article responsive tothe first and second position sensors.

According to another aspect, a profile detection system is providedhaving a crane disposed adjacent to rail tracks. A Global PositioningSystem unit is disposed on the crane for detecting a position of thecrane. Laser sensors are disposed on the crane for detecting a distancefrom the laser sensors to train surfaces of a train disposed below thecrane. An additional sensor is used to identify train components. Aprogrammable indication device in communication with the GlobalPositioning System unit, laser sensors, and the at least one additionalsensor such that in response to information received from the GlobalPositioning System unit, the laser sensors and the additional sensor,the programmable indication device develops an indication of a profileof the train.

According to a further aspect, a profile detection method is provided. AGlobal Positioning System unit and a laser sensor are provided to bedisposed adjacent an article wherein the Global Positioning System unit,the laser sensor, and the article are relatively movable. Outputs of theGlobal Positioning System unit and the laser sensor are sensed. Thesteps of sensing an article identification tag and developing anindication of article location based on sensing the articleidentification tag are performed. An indication device develops anindication of a profile of the article responsive to the sensed outputsof the Global Positioning System unit and the laser sensor.

According to yet another aspect, a profile detection method is providedin which a Global Positioning System unit and a laser sensor aredisposed on a crane adjacent components of a train. The GlobalPositioning System unit is adapted to develop an indication of craneposition and the laser sensor is adapted to develop an indication ofdistance from the laser sensor to a train surface. The crane is disposedabove the train and multiple sets of rail tracks in a rail yard.Relative movement of the crane and the train is undertaken and otherlaser sensors are provided over each set of rail tracks. A firstindication of a train profile of the location of the train components isdeveloped from outputs of the Global Positioning System unit and thelaser sensor. Further indications of train profiles from some of theother laser sensors are also developed.

Other aspects and advantages of the present disclosure will becomeapparent upon consideration of the following detailed description andthe attached drawings wherein like numerals designate like structuresthroughout the specification.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a simplified isometric and block diagram of an embodiment of aprofile detection system according to a particular embodiment;

FIG. 2 is a block diagram of a computer-implemented profile detectionsystem;

FIG. 3 is a flowchart illustrating a first embodiment of programmingundertaken by the profile detection system of FIG. 2;

FIG. 3A is a flowchart illustrating the programming of the block 52 ofFIG. 3 in greater detail; and

FIG. 4 is a flowchart illustrating a second embodiment of programmingundertaken by the profile detection system of FIG. 2.

DETAILED DESCRIPTION

Disclosed herein are a system and a method of developing an indicationof a profile of an article, such as a train and its contents, andcorrelating profile information with position as developed by a positionsensing device or devices. In one example embodiment, the positionsensing device(s) comprise Global Positioning System (GPS) units asnoted in greater detail hereinafter, and/or other technologies toprovide accurate position of the article, such as rail cars and loads ina rail yard having single or multiple sets of tracks.

Referring to FIG. 1, a system 8 is installed at least in part on asupport structure, for example, a rubber-tired gantry crane (RTG), arail-mounted gantry crane (RMG) 10, or equivalent equipment (which maybe moving or stationary), and includes one or more laser sensor distancesensors 12 a, 12 b, . . . , 12N as well as a Global Positioning System(GPS) unit 14 carried by the support structure 10. The laser sensor(s)12 are mounted at the top of or at any other portion of the crane overeach of one or more rail track(s) 16 a, 16 b, . . . , 16N pointed downat the rail track. Each laser sensor 12 preferably has a range of up to70 meters and is preferably accurate to within 3 millimeters. Further,each laser sensor 12 preferably has a frequency response sufficient toallow sampling periods to be short enough to allow, in turn, reliabledetection of car profiles. Preferably each laser sensor 12 comprises amodel MDHD 100 laser distance sensor sold by MODULOC Control Systems,Inc. of Monroeville, Pa. The frequency response of each sensor 12 may be50 hertz or higher (e.g., up to 1000 hertz), although a lower frequencyresponse may be adequate to permit reliable profile detection.Preferably, each laser sensor 12 has an output communication protocol(e.g., RS232, RS422, RS485, etc.) capable of communicating with a mobileand/or desktop computer, tablet, smartphone, or equivalent programmabledevice that has sufficient memory and operating capabilities at least tostore and/or communicate to a further device the position data developedby the sensor(s) 12. The position data may be processed by any suitableanalog, digital or other device (which may be the same device thatstored/communicated the position data or a different device, e.g., thefurther device) to implement a profile detection and indication system20 that develops an indication in the form of train profile data wherebya desired accuracy, responsiveness, and communication are obtained. Thetrain profile data may be transmitted to any other system operated bythe rail yard operator.

As noted in greater detail hereinafter, the RTG, RMG, or equivalentmachine 10 is driven from one end of the track to the other, which canbe up to full equipment speed, (e.g., approximately 5 MPH or greater)and the laser sensors 12 measure the distances to the reflectivesurfaces of one or more train(s) 21 a, 21 b, . . . , 21N (only portionsof which are shown in the FIGS). Alternatively, one or more trains 21can move relative to the machine 10, which may be stationary, or themachine and train(s) 21 may both move. In any event, during relativemovement of the machine 10 and the train(s) 21, the system 8 measuresthe vertical distances to surfaces of one or more train(s) 21. Eachtrain may be operated by a train locomotive operator having access to anoptional portable GPS unit 22. The vertical distance readings arecommunicated to the system 20 and correlated with position data providedby the crane GPS unit 14. The laser sensor readings comprise verticaldistances referenced to the laser sensor fixed vertical position and thelaser sensor frequency response, and, when combined with the output ofthe crane GPS unit 14, enables sub-inch horizontal or travel directionreading responsiveness even at full equipment speed. The readings comefrom reflections off of container tops, rail car couplers, rail carwells, etc. and are processed to filter out erroneous readings caused byoverly reflective surfaces, such as tape or special paint, rust, snow,etc. and ensure the data provided to the computer is in an appropriateformat. The filtered and conditioned readings are stored in a databaseand compared against known dimensions and spacing of containers, railcars, couplers, etc. to obtain an indication of train profile, andtherefore, train composition. The indication may be developed by theprofile detection and indication system 20, and/or by any other system,such as a network server. This indication can be compared with manifestconsist information to obtain rail car identification.

FIGS. 3, 3A, and 4 illustrate alternative programming that can beexecuted by one or more programmable devices to implement the system 20.Some or all of the programming illustrated in FIGS. 3 and 4 may beexecuted by a programmable device such as a laptop computer, a desktopcomputer, a network server, a tablet, a smartphone, etc. Alternatively,the system 20 may be implemented by any suitable analog or digitaldevice(s), or any other device(s) having the required capabilities, withor without the ability to execute programming, as should be evident toone of ordinary skill in the art. FIG. 2 illustrates an example of acomputer system that executes programming to implement the system 20. Aprogrammable device 24 is responsive to input signals or data, such assignals or data developed by the crane GPS unit 14, the signals or datadeveloped by the laser sensors 12, and optional additional input signalsor data developed by one or more devices 26, for example, a barcodereader, an optical character recognition (OCR) reader, a radio frequencyidentification (RFID) reader, encoders, and/or the like. These latterdevices read indicia and/or other marks, surfaces, and the like on thecars, containers, other train portions, etc. The programmable device 24can include an integral display 28 and input/output (I/O) device(s) 30(e.g., keyboard, mouse, etc.) or is hardwired to or otherwisecommunicates (e.g., wirelessly) with such devices if not integraltherewith. The programmable device 24 may further communicate with oneor more external devices and/or systems, such as over a hard-wired orwireless connection.

FIG. 3 illustrates a first embodiment of programming that may beexecuted by the device 24 to develop an indication of train profile. Theprogramming is executed multiple times during relative movement of thecrane 10 and train(s) 21 to develop a profile of a single train ormultiple trains. The programming begins at a block 32 that receives,reads, and stores train manifest consist data in a database 34 (FIG. 2)maintained in a memory 36 of the device 24 (and/or, possibly, in otherlocal or remote database(s)). While the block 32 is shown as beingoperative before other programming, this need not be case, inasmuch asthis block need only be operative before a block 53 discussedhereinafter. Relative movement of the crane 10 and train(s) 21 isthereafter undertaken (block 38). As noted above, the train(s) 21 may bestationary and the crane 10 may be moved over the train(s) 21, or viceversa, or both the train (s) 21 and the crane 10 may be moved. A block40 then detects the current positions of the crane 10 and any train(s)21 located on the tracks 16. This is accomplished by sensing the outputsof the GPS units 14, which are used to develop indications of alllocations for the profiling system. The block 40 may also detect theoutputs of any then-available train portable GPS units 22. Each trainportable GPS unit 22 may communicate with one or more yard systems andprovides protection for the train locomotive operators while operatingin the rail yard, and further provides sufficient GPS data to determinethe locomotive's position and the track location. (It should be notedthat one or more of the train portable GPS units 22 may not be availableat the time the block 40 is operative in that the associated locomotivemay be detached from the rail cars once the latter are positioned,and/or the portable GPS unit(s) 22 may be removed from the associatedlocomotive(s) inasmuch as the locomotive operator(s) may no longer bepresent in the associated locomotive(s) once the cars are positioned.)This rail car position information can be used to identify which railcars associated with a particular train are in a location when each GPSunit 14 determines exact train profiles. This information can becorrelated by a block 52 discussed hereinafter with the profile positionfrom GPS unit 14 and sensors 12 a, 12 b, . . . , 12N to confirm thetrain configuration matches the manifest consist for the specific trainof cars.

It may further be noted that the GPS coordinates of selected locationsof the terminal (including rail tracks) may optionally be mapped andknown in advance so that the outputs of the GPS units may be compared tosuch mapping to permit determination of crane and train positions in therail yard. A block 42 then determines whether any of the laser sensors12 a, 12 b, . . . , 12N is developing an output indicative of thepresence of a train under such laser sensors. If one or more of thelaser sensors 12 is detecting a train portion, a block 44 determinesfrom the laser sensor 12 output(s) the distance to each train portion. Ablock 46 stores those distance(s) and the position of the crane 10 andtrain(s) 21 at the time of distance detection together with anassociated time of sensor detection in the database 34 (FIG. 2) and/or,possibly, in other local or remote database(s). The data stored by block46 are developed and stored in the database 34 and/or other databases asa sequence of data representing sensor readings over time and as afunction of position for each train by correlating each laser readingwith the associated time increment during which the laser reading wasobtained, and further by correlating each laser reading with detectedGPS positions of the crane 14 and train 21 relative to localcoordinates. Alternatively, or in addition, the distance, position,and/or time data may be transmitted to another rail yard system.

Following the block 46, an optional block 49 senses the outputs of theoptional device(s) 26 and stores an indication of car/containeridentification in the in the database 34, and/or transmits suchindication to another rail yard system. Control then returns to theblock 40 and control remains with the blocks 40-49 to detect and storeother sensor readings until the block 42 determines that at least one ofthe train(s) that was being detected is no longer being detected(referred to as an “end of train event” for an associated train 21hereinafter), whereupon control passes to a block 50. The block 50determines whether the system 20 has been programmed in advance todevelop a train profile of a train 21 each time an end-of-train eventfor a single train 21 is detected or whether the system is to wait untilan end of train event has been detected for all trains 21. In the formercase control passes to a block 52 whereas in the latter case controlreturns to the blocks 40-49 whereupon further sensor readings areobtained and stored as noted above until all end of train events havebeen detected for all trains 21.

The block 52 develops a profile indication for each train 21 from thedata stored by the block 46 in the database 34. A block 53 derives oneor more reports of the profile indication(s) in a desired format fromthe profile indication(s) developed by the block 52 and provides suchreport(s) to a block 54 and/or transmits the report(s) to any otherrecipient, block 56. The block 54 compares the manifest consist datastored in the database 34 to the data of the report(s) developed by theblock 53 for any purpose, such as to determine whether each train 21 hasarrived at the terminal with an expected train make up.

FIG. 3A represents the programming of the block 52 in greater detail. Ablock 59 filters the data to remove or otherwise modulate or modify datarepresenting surfaces that have been painted, damaged, rusted, coveredby snow or rain, or taped over to eliminate, or at least minimize, theeffect of reflective surfaces, scratches, paints, or tape on containerswith colors or reflectivity values that have overloaded the laser andcaused erroneous laser readings during detection. A block 60 comparesthe filtered profile data for the train 21 against pre-stored data in aprofile database (which may comprise the database 34 or which may bestored in another database/location) representing one or more carcouplers to recognize which portions of the data represent the profilesof car couplers. A block 62 segments remaining portions of the data intomultiple data sets that represent the cars of the train 21 (which, ofcourse, are disposed between car couplers, except in the case of thelast car of the train 21). Each data set representing a train car iscompared by a block 64 against a number of pre-stored data sets in theprofile database that represent known car profiles with or without loads(such as a box car, a tank car, a locomotive, a caboose, an emptycontainer car, a container car variously loaded with one or morecontainers including a single container, stacked containers, containersof varying length, etc.) so that the cars can be recognized and profiledata can be converted into data by a block 66 representing the make-up(or consist) of the train 21. The stored indications in the profiledatabase may be profiles supplied, for example, by railroad(s)identifying, among other things, train loading expected to be receivedin the terminal serviced by the crane 10. The data developed by theblock 52 may be combined with detections of indicia on thecontainers/cars supplied by the optional device(s) 26. The profile(s),comparison result(s), identification(s) of particularcontainer(s)/car(s) by the optional component(s) 26 (if any), thepositions of the train(s) 21, and any other data are used by the device24 and/or displayed to an operator and/or supplied to any other deviceor terminal system. An operator may cause actions to be taken withrespect to the train(s) 21 and/or car(s)/container(s), as necessary ordesirable. Thus, the device 24 or the terminal can identifydiscrepancies in train departure and arrival loading, identifycontainers that are to be offloaded or loaded onto a train, identifycars that are to be removed or added to a train, and the like.

Referring again to FIG. 1, the system 20 can discern betweennon-container and container rail cars. Each laser sensor when combinedwith the position accuracy of the GPS system 14 can also discern betweenstacked or non-stacked multiple containers 23 b-1 and 23 b-2 disposed ina well of a container car, an empty car 21 a-1, and one high or two highcontainers in cars, 21 a-2, and 21 a-3. The system 20 can also determinethe container size, such as a 20 or a 40 foot container, a 45 footcontainer, etc. or combinations thereof

FIG. 4 illustrates an alternative embodiment that develops profile(s)“on the fly,” i.e., when the crane is accumulating distance and positioninformation. Programming blocks common to FIGS. 3 and 4 have identicalreference numerals. A portion of the flowchart of FIG. 4 is identical tothat shown in FIG. 3 in that blocks 38-44 are operable to obtain sensordata from the laser sensors 12. Following the block 44, a block 70initiates and augments profile data development with respect to each ofa plurality of train elements wherein each train element includes carcouplers and rail cars. Thus, for example, when a train element (such asa car coupler, a locomotive, a box car, a tank car, a container car, acaboose, etc.) is initially detected, a record is established in adatabase, such as the database 34, relating to the train element.Thereafter, as further sensor readings are obtained with respect to thetrain element, the block 70 stores further sensed data in the record ofthe database, and such augmentation continues until a block 72determines that an end of the train element has been reached, whereuponcontrol passes to a block 74. The block 74, like the block 52 describedabove in connection with FIGS. 3 and 3A, processes the profile data forthe train element and compares the data against pre-stored data in thedatabase 34 or elsewhere representing known train elements to identifythe train element. Thereafter, a block 76 initiates and augmentsdevelopment of consist data representing the cars and couplers of thedetected train 21 and stores such data, for example, in the database 34.The beginning and/or end of each train element may be indicated and/orsensed in various ways, such as by sensing one or more markings disposedat one or both of head end and rear end portions of the train elements,by recognizing differences between couplers and cars so that the datacan be segmented on the fly, by analyzing the output(s) of the optionaldevice(s) 26 as detected and stored by the block 49, or a combination ofsuch approaches.

When the block 42 determines that no portion of at least one train isbeing detected, a block 78, like the block 50, determines whether thesystem 20 has been programmed in advance to develop a train profile of atrain 21 each time an end-of-train event for a single train 21 isdetected or whether the system is to wait until an end of train eventhas been detected for all trains 21. In the former case control passesto the block 53 whereas in the latter case control returns to the blocks40-49 and 72-76 whereupon further sensor readings are obtained andstored as noted above until all end of train events have been detectedfor all trains 21.

As should be evident from the foregoing, the profile(s) data for thetrain(s) 21 are already available in the database 34 for use by theblocks 53 and 54 so that report(s) may be generated and sent by theblock 56 to the terminal or other operator.

The GPS position is extremely accurate and provides the basiclongitudinal reference for the laser sensor readings to construct atrain profile. The train profile enables the terminal to verify that theexpected rail cars and loads comply with the train in the yard. Further,the profile with the rail car and load positions enables the rail yardto organize the unloading or loading of the train, know all locationswith various size containers and positions, and perform operations in asemi- or fully automatic manner.

The inclusion of one or more barcode, OCR, and/or RFID readers 26enables all loads (e.g., containers) be identified with precisepositions. This information can be used to interface with the TOS 23 forload and/or car movement optimization. For instance, the rail car AEI(automatic equipment identification) tags and readers located on bothsides of the track entrances and exits can be used to determine whichtrack the train is on and if the cars that are detected agree with themanifest consist. It can be determined which cars enter on the track,are removed from the track, and remain on the track. This informationcan be used along with the database and readings to confirm car andcontainer location.

INDUSTRIAL APPLICABILITY

In general, the profile detection system 20 is capable of determiningthe physical configuration of one or more trains each consisting ofcontainers, trailers, and/or bulk product. The physical configurationincludes the length and height of the train contents, thereby enablingthe train configuration to be quantified, checked against the trainmanifest, and controlled with car and container movements. The physicalconfiguration is determined by using a combination of sensors includingGPS and laser sensors. The sensors provide time correlated location andposition information that are used to determine, for example, the sizeand quantities of containers on a railroad car, the size of a trailerlocated on a railroad car, or empty or filled rail cars. The physicaldescription is compared to the characteristics of rail car couplers andrail cars to determine the presence of for example, an empty containerslot, or the presence of one or two high stacks of containers, oranother loaded or unloaded rail car. This information can be used toverify the train consist data or identify train configuration anomalies,as well as enabling car splitting or container movement andredistribution.

The system 20 can work on any number of tracks based on the appropriatedistribution of lasers on the crane and an accurate yard and tracklayout. The crane GPS determines the latitude and longitude of the lasersensors enabling track correlation. The laser sensors provide the heightalong the track and are time correlated with the GPS location data todetermine railcar location and content. In fact, the system could alsobe used on a cantilever type crane to detect the presence of one or morecontainers stored at trackside storage locations so that such containerscan be handled in an efficient manner.

The profile detection system yields accurate results with relativemovement between the crane and train of five miles per hour or greater.The GPS system is a differential GPS system enabling accuracies of twocentimeters or less and the laser system has an accuracy of less thanthree millimeters and a preferable frequency response of up to fiftyhertz. Higher frequency responses enable higher accuracy and greaterrelative speed between the crane and the train during sensing. GPSreceivers are located in the base station, on the crane, and at thefront or back of the train.

Additional benefits can be obtained by strategically locating OCRcameras, RFID readers, or bar code readers to enable containeridentification to be gathered and utilized with the container physicalconfiguration. The outputs of such device(s) may be sensed at one ormore other execution points in the programming of FIGS. 3 and 4.

It should be noted that the profile detection system 20 is usable innon-rail applications. In one example, the profiling system 20determines the height of plate or bar stock in a steel mill or a steeldistribution facility. This provides an inventory feedback mechanism ona constant basis to verify stock status or variations to expectedinventory. GPS is used to map the inventory locations and the output(s)thereof may be combined with the laser sensor output(s) to enable amoving crane to undertake a dynamic measurement of the current inventorystatus, including an indication of at least one, and preferably, all ofinventory presence, inventory height, and inventory length therebyallowing an automated alert to be developed and sent to the facilityabout the potential need for an inventory reconciliation. This sameapproach can be adapted to a concrete facility, lumber facility, or anyother facility where a profiled height and/or length at locations whereproduct is present can be accurately used for an indication of inventorystatus.

All references, including publications, patent applications, andpatents, cited herein are hereby incorporated by reference to the sameextent as if each reference were individually and specifically indicatedto be incorporated by reference and were set forth in its entiretyherein.

The use of the terms “a” and “an” and “the” and similar references inthe context of describing the invention (especially in the context ofthe following claims) are to be construed to cover both the singular andthe plural, unless otherwise indicated herein or clearly contradicted bycontext. Recitation of ranges of values herein are merely intended toserve as a shorthand method of referring individually to each separatevalue falling within the range, unless otherwise indicated herein, andeach separate value is incorporated into the specification as if it wereindividually recited herein. All methods described herein can beperformed in any suitable order unless otherwise indicated herein orotherwise clearly contradicted by context. The use of any and allexamples, or exemplary language (e.g., “such as”) provided herein, isintended merely to better illuminate the disclosure and does not pose alimitation on the scope of the disclosure unless otherwise claimed. Nolanguage in the specification should be construed as indicating anynon-claimed element as essential to the practice of the disclosure.

Numerous modifications to the present disclosure will be apparent tothose skilled in the art in view of the foregoing description. Preferredembodiments of this disclosure are described herein, including the bestmode known to the inventors for carrying out the disclosure. It shouldbe understood that the illustrated embodiments are exemplary only, andshould not be taken as limiting the scope of the disclosure.

We claim:
 1. A profile detection system, comprising: first and secondposition sensors disposable adjacent an article wherein the first andsecond position sensors and the article are relatively movable; a thirdposition sensor comprising a laser sensor disposed on a crane; anadditional sensor wherein the additional sensor is configured toidentify train components and wherein the additional sensor comprisesone of: a barcode reader, an optical character recognition reader, and aradio frequency identification reader; and a programmable indicationdevice in communication with the first, second and third positionsensors and the additional sensor, wherein the programmable indicationdevice develops an indication of a profile of the article responsive tothe first and second position sensors.
 2. The profile detection systemof claim 1, wherein the first position sensor comprises a GlobalPositioning System unit.
 3. The profile detection system of claim 2,wherein the second position sensor comprises a laser sensor.
 4. Theprofile detection system of claim 3, in which another Global PositioningSystem unit is disposed on a train component.
 5. The profile detectionsystem of claim 4, wherein the first and second position sensors aredisposed on the crane.
 6. The profile detection system of claim 5,wherein the programmable indication device is further responsive tomapping data relative to a facility in which the profile detectionsystem is disposed and wherein the programmable indication devicedevelops an indication of at least one of: inventory presence, inventoryheight, and inventory length.
 7. The profile detection system of claim6, further including a sensor responsive to an article identificationtag for developing an indication of article location.
 8. A profiledetection system, comprising: a crane disposed adjacent rail tracks; aGlobal Positioning System unit disposed on the crane for detecting aposition thereof; a plurality of laser sensors disposed on the crane fordetecting a distance from the respective laser sensors to train surfacesof a train disposed below the crane; at least one additional sensor usedto identify train components; and a programmable indication device incommunication with the Global Positioning System unit, the plurality oflaser sensors, and the additional sensor such that in response toinformation received from the Global Positioning System unit, theplurality of laser sensors and the additional sensor, the programmableindication device develops an indication of a profile of the train. 9.The profile detection system of claim 8, wherein the additional sensorcomprises at least one of: a barcode reader, an optical characterrecognition reader, and a radio frequency identification reader.
 10. Theprofile detection system of claim 9, further including a position sensordisposed on the train.
 11. The profile detection system of claim 10,wherein the position sensor comprises another Global Positioning Systemunit.
 12. The profile detection system of claim 11, wherein the trainincludes a rail car and further including a sensor responsive to a railcar identification tag for developing an indication of rail carlocation.
 13. A profile detection method, comprising the steps of:providing a Global Positioning System unit and a laser sensor to bedisposed adjacent an article wherein the Global Positioning System unit,the laser sensor, and the article are relatively movable; sensingoutputs of the Global Positioning System unit and the laser sensor;sensing an article identification tag and developing an indication ofarticle location based on sensing the article identification tag; andsupplying an indication device that develops an indication of a profileof the article responsive to the sensed outputs of the GlobalPositioning System unit and the laser sensor.
 14. The profile detectionmethod of claim 13, further comprising providing a position sensor on asupport structure.
 15. The profile detection method of claim 14, furtherincluding the step of providing an additional sensor for identifyingtrain components, wherein the additional sensor comprises one of: abarcode reader, an optical character recognition reader, and a radiofrequency identification reader.
 16. The profile detection method ofclaim 15, including the further steps of disposing the GlobalPositioning System unit and the laser sensor adjacent a train componentand developing an indication of a profile of the train component. 17.The profile detection system of claim 16, including the further step ofproviding an additional Global Positioning System unit disposed on thetrain component.
 18. The profile detection system of claim 17, includingthe further step of disposing the Global Positioning System unit and thelaser sensor on a crane.
 19. The profile detection system of claim 18,wherein the indication device is further responsive to mapping datarelative to a facility in which the profile detection system is disposedand develops an indication of at least one of: inventory presence,inventory height, and inventory length.
 20. A profile detection method,the method comprising the steps of: providing a Global PositioningSystem unit and a laser sensor disposed on a crane adjacent tocomponents of a train wherein the Global Positioning System unit isadapted to develop an indication of crane position and the laser sensoris adapted to develop an indication of distance from the laser sensor toa plurality of train surfaces and wherein the crane is disposed abovemultiple sets of rail tracks; undertaking relative movement of the craneand the train; providing each of a plurality of other laser sensors overeach set of rail tracks; developing a first indication of a trainprofile of location of the train components from outputs developed bythe Global Positioning System unit and the laser sensor; and developingfurther indications of train profiles from at least some of theplurality of other laser sensors.
 21. The profile detection method ofclaim 20, further comprising the step of accumulating data from thelaser sensors as the crane is moved.
 22. The profile detection method ofclaim 21, wherein the indications of train profile are developed afterthe data from the plurality of other laser sensors are accumulated. 23.The profile detection method of claim 22, including the further step ofcomparing an indication of train profile to a manifest condition. 24.The profile detection method of claim 23, including the further step ofsensing a train component identification tag and developing anindication of component location based on such sensing.